Safety appliance for electric-railway trains.



N0. 8954,677- PATENTED JULY 7, 1908.

1-," T. MUNG'ER. BAY'STY APPLIANCE FOR ELECTRIC RAILWAY TRAINS.

APPLIUA'IIUNTIT-F111DIHLZ. 1907 2 SHEETSSHEET 1' PATENTED 'JULY 7, 1908.

No. 892,677. v E. T. MUNGER.

SAFETY APPLIANCE FOR ELECTRIC RAILWAY TRAINS.

APPLICATION FILED DEC. 2. 1907.

9 a Q ow UNITED STATES PATENT oFFroE.

Enwnv 'r. MUNGER, or cHroAco, ILLINOIS.

SAFETY APPLIANCE FOR ELECTRIC-RiAILWAY TRAINS.

No. seaevv.

To whom 'it may concern:-

Be it known that LEDWIN T. MUNG'ER, a

citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Safety. Appliances for Electric-Hallway Trains, (Case 1,). of

which. the following is a full, clear, concise,-

when it involves the use of a power brake system, as well as an electrlc'motor or mo-- gineers'. valve :-at suc tors for driving the train.

Generally stated my invention provides interlocking-safety devices .on such electrically driven cars or trains for preventing accidents resulting from the-brakes or brake-i controlling mechanism being in a condition such as to prevent the motorman or driver from controlling the brakes in proper mark ner.

My invention may be applied, for: example, to electric railway trains which'are equipped with air brake systems. In such equipments it is customary to provide at each end of each car not only a controller. I) meansof which the motors may be controlled: but also a device for controlling theapplication of the air-brakes. In order that the brakes may be effectively applied due to a control exercised from any one of these-10 cations in a train, it. is essential that the brake-controlling devices at the other oints 1 be in acertain operative position or con ition. Serious accidents have resulted from the failure to put'such'brakeecontrolling devices in proper runnin conditions before starting the motors and t 1118 utting the train in motion. If, for examp e, as is frequently the case, a train has been runnin in one direction with the inotorman stan ing at the forward end of the head car and he reaches the end of' the line, he will take his position at the extreme opposite end of the train in order to commence the return trip. If, under such conditions, the motorma'n should fail to return the brake-controlling device or devices atfwhat was the forward end .of the I train; to their normal position beforepgoing I to what was the rear end' of that train Specification of Letters Patent. 7 Application filed December 2, 1 907, i serisill lo $011,798,

' Patented Ju1 '7,- 1908 1 start the return trip, he might succeed in a plying current to the motors, thus putting'tl ie train in motion, but'u )on attempting to apply the air brakes by the-use of the engineers valve or other controlling device at the-new controlling position, the -motorrnan.v might find that the brakes could not beappli'ed on account of his failure to restore the 'brake train to itsproper running osition. In such .a casethe motorman'wou d have no p'racti -c'al'or suitable Ineans of stoppingthetrairi and disastrous accidents may and irr fact,

also, in many-brake systems it necessary to opencertain valves --leading to the -engineers valve at 4 an point before .'.th

' h oint can .beused .to effect the control oft e-air'bra'ke system. .It has sometimes happened thatthe failure' of the; motorinan to open such governor valves before startingfa return trip has placed himinthe position ofbein unable to control thev application of, the .bra es by. the

use of the en ineersj valve ivhenthe occasion for braking t e train-arises. Y

My invention has forits object the provision of interlocking mechanisms and appliances which will prevent the application of any current to the niotor or motors of a train until the brake-controlling devices have been placed the "ro er position for the exercise of such controIo the'motors,

My-invention is particularly applicable to systems of train operation in'w more cars of the train are equipped w th electrio motors for driving such cars ant these motors are jointly controlled from 'a' master controller located as desired on the jtra n. In common practice several of the cars of 't-he train'may be provided withsuch master 'con trollers, and whether there is a motor onone car only or, there are motors on several of the cars, the control exercised'from each of the controllers governs all of the motorsl 'Whenan air brake system is employed; in conjunction with sueh a motor-controll ng system, my. invention s e'c fically cons sts "in means associated with t 1e controll ng yalves of theair brake system which prohibit and prevent any operation of the tram under the control 0f tl'le motor controllers unless the air brake, controlling valves are properly set to permit the operation of thebrak'esas' contemplated." In other word's,-=the'mot or conhave oftenoccurred from this cause. ,,So,

controller at the extreme opposite end ofthe I ism for the main switch 0 conditions in the air brake system before the" troller becomes effective only upon the pro' er setting of the devices for controlling theair brake mechanism.

These and the other features of my invention will be more fullyunderstood from the following description of a preferred einhodiment, which, however,contains certain improvements and modifications of my broad invention which I do not claim as my own. This'descript-ion may be readin conjunction with the,accompanyi ng drawings, in which Figure '1 shows in diagrammatic view the. operating mechanism for controllingthe-motors on a train,-. and associated therewith air brake operating mechanism adapted to em body my invention; Figs. 2 and .3-a re detailed front and top views of devices which I preferably attach to one of the air pipes of the raking system to cooperate with a valve in such ipe for accomplishing the results to be descri ed; Fig. 4 shows in detailed sectional view a modified form of o erating mechani the main motor circuit, and Fig.5 shows in detailed sectional view a modified form of air controlled switching mechanism for insuring proper working car can be operated.

' cated at either end of any car in a train may Referring to Fig. 1, it will be noticed that several sets of identical mechanism are. indicated, that is, a controller 0 and brake controllingmechanism V, represented as associated with each end of. each of two cars, the

dividing line between such cars being indicated by the dotted line x, 'y. The svstem of control herein represented is that well known in the art, in w ich a master controller 10- control switching mechanism for regulating the speed of a motor on one of such cars or motors on several of such cars. As shown in the drawings, 10, 11 and 12 are conductors arranged to extend throughout the train, being connected from car to car by jumper connections, asshown, and from these conductors connections are made to the controller C, as indicated. This controller consists of several movable contact sections, as c, c, and 'c electrically connected and arranged in accordance with ordinary construction to move together. Another section a. is also adapted to be moved with the sections just mentioned. Theseseveral sections are arranged' to make cont-act with a number of contact points when such sections are moved in the operation of control, and in a manner wellknown in the art the several circuits closed by such operation are adapted to operate switching mechanism for controlling the;

motors of the car, as'a result of which drivi contro ler C controls these motors and therefore the motion of the-car. In this connection we are concerned with but one of the cirouits controlled by the controller 0, th s be-jf' ing a circuit adapted to operate the main switch. of the motor controlling mechanism by which an operative circuit is closed through the driving motors, after which the controller furtheroperates to establish various speed conditions of such motors, as desired. A storage battery B is usually connected, as indicated, between conductors 11 and 12 to operate the switching mechanism.

When the controller C is moved so as to bring the section 0 into engagement with the contacts 3 and 4, assuming that the line switch 8 is thrown in the position shown in dotted lines, acircuit is closed as follows: battery B, conductor 11, wire 6, contact 16, switch 17, contact 15, wire 5, contact 4, section 0, contact 3, wire 14, resistance r, contact l3, switch .5, wire 9, contact 18, switch .9, contact 19, wire 8, conductor 10, wire 28, solenoid 27-, wire '29, conductorlZ back to battery B. For this position of the controller.C it will be understoodthe section c is moved out of engagementwith the contacts land 2, so that connection between wires 7 and 9 is opened. As aresult of the circuit against the resistance of the spring 45, closing switch a and an operating circuit through the motors as follows: third rail shoe s,.w1re -24,-sw1tch s, contact-25,--resistance r and thence in series through the motors M, M and field' windings f, f to ground back to the source of-energy used to drive the cars. The spring .45s'ervesto return the core 26 to its normal position to thereby open the switch s when the solenoid 27 is not ener gized. -A trolley T is shown as connected to the wire--24 inorder that power maybe taken from an overhead trolley instead of a third rail, if desired. The'closing of the circuit through the motorsr'esults in starting the same, and by successive positions of the controller C the value of the resistance 1 may be varied as desired, and other changes in the relations of the motors M, M to the operating circuit may be effected in any well-known way familiar to those=versed in the art.

The air brake controlling system shown in connection with this invention consists in a motor M adapted to drive an air pump P connected to an air tank R and supply pipe 12 for furnishi air as re uired to operate the brakin mec ranisrn; his pipe 1) extends throughout the train, as does a second pipe 1) known as the train pipe.- Connections are 'made from the pipes p and p at each position of control by pipes p and p res ectively,

'of a type well known in the art. third pipe p known as-the exhaust pipe, is also connected to this'o era-ting valve. A valve '0 is connected witili the train pipe p and there are also connected to this valve 1); an air :tank R and operating c 'linder 23 for 0(perating the brakes. The V vs 1) is adapte to be through valves '1) audio to, a control inq valve operated in such a manner that when t-lie'pies sure in the pipe 1) reaches a certain amount this valve is operated to open ti-passagewny between the pipe 1 and ttinl; R. This condition is maintained as lOll as the pressure in the pipe 1) is nnunt-tiuicd, and when the air is permitted to escape from thepipe p and i to w the pressurt'r is thereby diminished below a certain predetermined amount, the valve U}1 '-I'Li(;$ to form a passage between the tank It and the cylinder '23, as a result of which the air in the tank It serves to set thebrakes it. it manner well known. hen the pressure in the pipe p is again increased to the amount required to operate the valve ii connection is- 1t-ill established. between the pipe p and the tank t through such valve and-an exhaust passage is opened from the cylinder 23 by which the brakes are released. 1

In order to provide that the conditions in the airbra'ke. system shall be proper for openzitiigg the train, I make use of a switch s associated with the opcratin handle of the valve i t? by which, when'thc va ve e is in. a position connection wil be established between the contacts 18 and 19 and therefore the operat in circuit through the solenoid 27 will be estahlished upon actuation of the controller C in the manner already described. From this it will be seen that if the valve '0 is not in an open position so that air can be supplied from the supply pipe- 1) to the train pipep, thecontroller U is rendered inoperative by the 0 ening of its circuit between contact-s 1'81an 19.

' It is to be noted in this connection that there is also a valve '0 located in the sup ly pipe and that the operating handles on V8. ves v and 'v are so related that the valve 1; must be 0 ened before the valve 1; can be opened, and nce the switch s constitutes a means by. which both of these valves must be in open or operative position, that is, a position to permit the operation of the brake mechanism, in order to complete the operating circuit of the controller.

As shown diagrammatically in connection with thc'su p pl y pipe 1), an air 0 eratedmechanisin is made use oi to control the switch 17 as a result of which, if the air pressure in the sup )l pipe is not sufficient to operate the bra e mechanism, the switch 17 is maintainedin open position and is not closcdpntil the air pressure has been increased sufficiently to op: crate thebrakc mechanism, for which cont 1- tion the switch 17 is closed. This mechanism consists of. a cylinder 20 in which a piston 21 is adaptedtofmove against the resistance o'f aspring 22. The switch 17, as indicated, is

- g connected to the piston 21, so that movement.

of the iston by the air pressure in tliecylinder wi operate such switch; a The spr ng 22 adfusted'lo'rthe air pressure used in the -si ipp v pipe to-cause tie piston and associatdswitcli to-opei'aioas indicated above.

Asshown in Fi 5, the tension of the sprii'i'g 22 may be regulated by means of thithreaded plug 30 in the end of the cylinder topmvide for adjusting this switch mechanism for,

various air pressures.

My-systei'n includes a l'urthcr protective feature, as arcsnlt'of which, it' the aircon trolling valves are not left in a )osit-ion to proper adjustment of.suol.i valv es before the t This condition may train can be started. be illustrated with regard to the controller C as follows: The controller is shown in normal or neutral position, that is, the position in which it is left when it is desired to operate the train from one of the other controllers. -For this condition the valves 'U and it should occupy a vertical position in order to shut off the pipes 17 and p and thus positively pre-- vent improper opening of the train pipe 7 or tl ilsupply pipe p by means of the. operating,-

valve associated with the controller C. In the event, however, of the valves being care lessly or maliciously moved to a position to open the pipes .p and p, whether the operating valve is movedtoa position to improperly operate the system orznot, the 'swit-cl'i s is 'moved to a closed position, as a result of which a circuit is closed as follows: conductor 12, wire 7, contact 1, section a, contact 2, wire 9, contact 18, switch .9, contact 19, wire 8, conductor 10, that; is, a circuit of very low resistance is closed across the conductors '10 and 12, and lience this path of low resistance will take any current d'elivcred'to the conductors 10 and 12 by ai'io'ther'of the controlling mechanisms, insteadot such current going through solenoids 27 to operate the same, and hence for this condition the solenoids 27 are rendered inoperative. I have above described in detail the controlling mechanism for but one end of one car, and this .les cr ip tion applies equally to the other controlhng mechanisms used, as well. as to the brake and motor mechanism indicated on the sec ond car and hence no detailed description ol these othercontrollingnnd operating ncohanisms is necessary. As shown in Fig. 1, the controllers 'C, C- and C- are in neutral position and the valves-in the supply andtrain pipe connections are in closed position, while the line switches at the controller are open, all

of which should be to vproperly control the 1:. A supportiiigmenil'ier31 is arrax ged to carry the. N 39 )f "il l $ltl' which contacts ,i s mit t. 19 supporting Ime" clam ed to the pipe p cate I 39 has secured thereto. by insulating means,

' sition the so. as to disengage the switch 8 from the con-' I by a clip 37, as indi- A lever 36 pivoted at 40 to the base the switch member s adapted to engage the contacts 18 and 19 or to be disengaged'therefrom as such lever is moved, upon its pivot. This lever has iormed in its outerend a slot, as indicated, to engage a screw 35 secured in the operating handle 34 .ofthe valve '0, as a result of which when the handle 34 is moved from the position indicated to a vertical poever 36 is moved upon its pivot .40

tacts 18 and 19.

In Fig. 4 I have shown a modified form of mechanism for operating the'main'switch s? tion bu themselves to those skilled in the art.

rendering the in which the solenoid 27 is adapted to oper-' ate a needle valve 44 by means of a; core 42 and to thereby. open connection from pipe 5 adapted to be' connected with the supp y pipe p, the air pressure thus admitted by the valve serving to move the iston 32 in the cylinder 31 against the tension of the spring 53. A s ring 43 i s provided to insure the. closing 0' is not energized. After the switch's is actuated by this means 'when't-he solenoid 27 is denergized, the'va'lve 44-is returned to itsseat and an exhaust passage 41,

hich is closed bythe valve 44 -in its operat ve position, is opened to permit the air in the cyli n der31 to escape and to 'permitthe spring 33 to move the switch a to its'ppen position;

'While' I have shown my invention in the particular embodiment herein described, I 'do' not, however, limit myself to" this construct claim allequivalent constructions and modifications that will readily suggest different points on said train and each avail-- able for the control of the brake system,- an

electric motor controller, meansa's'sociated with said brake-controlli mechanisms for motor contro ler ineffective to start the motor or motors when any of the -'brake controlling mechanisms is in'a condition to prevent setting the bra-lies.

3. In an electric car, the' combination of one or more electricmotors for driving the car, apluralitv of motor controllers, a brake k6 controlling device'associated system; a bra with-each motor controller,.-and means operated by said brake controlling devices to the valve 44 when the solenoid 27 the'operatin circuit of su'c mechanism controllers .on such car eac ate such switching mechanism,

e-rating means is 1.

rend'erany one of said electric motor controllers ineffective to a ply current to the motor or motors when the rake controllin devices are in a condition to release the bra es.

4. In an electric motor driven railway train, the combination of a brake system, a plurality of brake controlling deviceslocated at different points on said train, a plurality of electric motor controllers located at 'difl'erentpoints on said train, and meansassociated-with each brake controlling device to render'any one of the motor controllers ineffective to control the supply of current to the motor or motors when the brake controlling-device is'in a condition to release the brakes.

5. In an electricrailway car, the combination ofa motor controller, a brake system, a ,brake controller, a switch for controlling a circuit through the motor controller and thereby governing the eifective operation of such motor controller, and means for mechanically "o erating such switch by the brake contro ler. 1

6. In combination with a'car adapted to be electrically driven, 1a motor therefor, means for supplying electric energy from feeders to the operating circuit gof such motor, a con-, troller forj controlling "such "circuit, brake mechanism carried bysuch' our, operating -means for-such'brake mechanism and means associated -with such operating means for renderingsuch controller inoperative when such 0 crating means is in a condition to pre- "7.- In 0 'mbination with acar adapted to be electric lly driven, a motor. therefor, means for supp ying electric ener y from feeders to the operating circuit of such motor, switching I ;mecharusm for controlling such circuit a controller adapted to operate such switching 'mechanism braker mechanism carried by such car, operating means for such brake mechanism, and means associated with such operating means for renderingsuch controller eratmg means is in a condition to prevent t e operation of'such brake mechanism.

vent t e peration of such brake mechamsm. 0

8. In combinationwith acaradapt'ed to be electrically .drivema motor therefor, "means y from feeders to motor, switching oLQOntrollin suchcircui't', two

h adapted to operbrakc mechoperating means for supplying electric ener anism carried by such car, forsuch brake mechanism, means associated with such operatingsmeans for render-1n one of such W's-trailers inoperative when sue ro condition to prevent t e brake mechanismand means for rendering the other controller inoperative when suc opxerating means is-in-a; condition to permit ,1: 'e opera-tlon of such brake mechamsin;

operation. of such for supplying electric energy-from feeders .to-

the operating circuit of suchmotor; .a con-' trollcr for controlling such circuit, brakes car .ried by, such car, mechanismfor pneumatically operating such .brakcs,,a ,valve for con-- trolling the operation of such pneumatic mechanism, and means associated with such. valve for rcnclcringsucli controller i'n'ope r ativc when such valve is in a position to prevent the operation of such brakes. a

10. In ('oml. 'nation with a car adapted to be electrically driven, a motor therefor, means for su iplyingelectric ener y from feeders to the operatingcircuit of s'uc imoto'r, switching mechanism for controlling such" circuit, two controllers on such car each adapted to operate, such switching mechanism, brakes carried by such car, mechanism for pi'ieumaticallv operatingsuch brakes,-a valve for controlling the-operation of such pneumatic. mechanism,. means associated with such valve for rendering onegof such controllers inoperative when such valve isin a position to. prevent the v0 era-tionof such brakes, and means. for renc ering the other controller inoperative when such valveis. ina osition to permit. the operation of such Jrakes. j C

1]. In combination witha car adapted to be electrically (lriven,' a motor ,therefor', means for supplying electric energy from feeders .to the operating .circuit'ofsuch Inotor, switching mechanism for controlling such circuit, two controllers on such car each adapted to operate such switching mechanism, bra-lies carried by such car, mechanismfor pneumatically opei'ating such brakes a valve associated with each controller, each of such valves adapted. to control the operation of such'pneumatic mechanism,.mearis associated with each of such valves for rendering the corresponding controller inoperative when such valve is in a position to. prevent the ,operation of such brakes,.an(l means for rendering the other controller inoperative when such valve is in a position to permit the operation of such brakes. .12. In a system of train control, a' plurality of cars, an electric motor carried by one of such cars, means for supplying electric. energv to the operating circuit ofsuch motor, a controller 011 each of such carsarlaptecl .to control such circuit, brake mechanism carried by, each of such carsfoperatin'g mechan isinon each ofsuch cars forcontrolling such brake mechanisms means associated/w th oneof such operating mechanisms for rendering the conesightningcontainer noperat ve when such operating mechanism is in. a con-j (lition to prevent the operationofsucli'brake; mechanism, and means associated with such operating. nechanis u for rendering-a con I roller on a a ct her car inoperative 1 e su ch 'mit the' operation of such brake mechanism.

'. su ch: cars, means for supplying ..electric -en-" control suchcircuit, bralr'e mechanism car-- 'isni-oneach ofsuch cars for controlling-such brake mechanisms, and means associated" with each of such operatingmechanisms for rendering a controller on another car-inopercondition to permit the operation .ofsuch brake mechanism.

. 14. In a system of traincOn'trbl, a plural: ity of cars, an electric-motor carried by one ofsuch-cars, -means for supplying electric energy tothc operating circuit of such motor,

circuit, 'a controller 'ongcac'h .of such fearsadapted to operate {such switching.inecliansuch cars} operating mechanism on cachet su'ch cars for controlling such brake nie'chan- 1sm's,n'ieans associated with one of su cli'oper- SP diIig controller inoperative whei'isuch, operating mechanism is in a condition to pres Vent the operation of, such brake mechan sni, angl means-,associated with such operating mechanism'for rendering a controller on a n other car inoperative when .such operating mechanism is n a condition to permitthc op.- er'at'ionof. suchbrake mechanisms 3' ,15. -Ina systeniof-traiii control, aplurality of cars, an electricrnotor carried by one of such cars, meansfor supplying electric en-' ergy tothe operating circuit of such motor, switching. mechanism for controlling such circuit, a' controller on each of such cars adapted to operate suchfsu'itcliing. niechanism,-' b rake s carried by such c ar, mechanism for pneumaticall Y 'operating such brakes, .avalve for. con'tro ling: the operation of such pneumatic mechanism, and means associated with such-valve forrendering a controller on a position tore ease such brake mechanisiu' off such cars, means for supply-highelectrie motor, switching.mechanism for cont-relli'ng S tlC-ll circu t, a controller on each of suclr -cars \'hc ri;si ch va ve is in a' position te -prevent operating mechanism is in a condition to per ism, brake mecha-riismgcafrierl by each ofeumatically operating suclrbralces, a r,.'eaci1 v 413. :In-a system of't'rain control-, a" plural-' .ity of'cars,'an electric motprcarriedby'one of u a I l iergy to theoperatmg -circuit of'suchn-iotor, a controller on each of such cars"adapted to" ried by each of such cars; operating mech'ani' ative when such operating, mechanism is ina .85 switching mechanism fOE' QOX1CIOll1I1Q such-- 'ating mechanisms for -rendering the GOI'IG-M another car ino erat-ive When-such valve is in 16.. In' a system of trainTcontrol, a plurality. of cars, an electric niotorcarrie ljby one energy to the operating circuit of such 3 adapted to operate such f'switching{aired-inn 3 ope'ra- "rality of cars, an: electric motor carriedby.

'the operation of such brake mechanism, and

means associated with such valve for rendermg a controller on another car inoperative when such valve is in BUPOSltIOXI to permit v the operation of such brake mechanism.

17. In a system of train control, a plueach of such cars, means for supplying electric energy to the perating circuits of such -motors, a contro or on each of such cars adapted to control such circuits, brake mechanism carried by each of such car's, operating mechanism on each of such cars for controlling such brake mechanism, means associated with one of such operating mechanisms for rendering the corresponding controller inpperative when such operating mechanism- 18 in a condition to prevent the operation of such brake mechanism, and 'means associated with such operating mechanism for rendering acontroller on another car inoperative when such operating mechanism is 'm a condition to permit the operation of such brake mech- 18. In a system of train control, a plurality of cars, an electric motor carried by each of such cars, means for supplyingelectric energy to the operating circuits of such motors, switching mechanism for controlling such circuits, a controller on each of such,

cars adapted. to operate such switching mechanism, brakes carried by such cars,

mechanism for pneumatically operating such brakes, a valve associated with each controller, each ,ofsuch valves adaptedlto control the operation of such pneumatic mechanism, means associated withyone'of such valves for rendering the corresponding cona other car inoperative when such valve is inza.

troller inoperative when such, valve is in a osition' to prevent the operation. of such Brake mechanism, and meansassociated with such valve for rendering a controller on anposition to permit the operation of such brake mechanism.

19. In a system of train control, a plurality of cars, one or more electric motors carried'by one of such cars, means for sup- .clectric energy to theoperat ng circuitsof such motors, switching mechamsm for controlling such circuits, conductorsextending pipeconnections' from the bra p the train to each of. such mam valves, auxilthrough the train, an electromagnetic mechm ism bridged between two of such conductors and adapted to control such switching mechanism, a controller on each of such cars ada ted to operate such electromagnetic mec anism, brakes" carried by such cars, mechanism for pneumatically operating such brakes,'a valve' associated with each controller and adapted to control such pneumatic mechanism, and a switch operated by each valve, each of" such switches adapted to open the operative circuit of the oorresponcling controller when the associated valve is in a position to prevent the operation of such brakes.

21. In combination'with a car adapted to be electrically driven, means .for supplying electric energy'from feeders to the operating circuit of the motor thereof, a controller for controlling such -circuit, air brakes on the car, a main operating valve for such brakes asso ciated-w'ith such controller, sup ly and train pipe connectionsfrom the bra re'systein of the car to suchmain .valve, auxiliary control valves in such supply and train pipe connections, and means associated with such' auxiliary control valves for rendering such controller inoperative when such auxiliary control valves are in a osition to prevent the operation of such bralires 22. In a system of train control, an electric motolpcarried by one of the cars of the train,-'meaiis for supplying electric energy to the operating circuit of such motor, a controller on each of such'cars adapted to control such circuit, air brakes on such train, a

main 0 crating valve on one of such cars for vcontrolling such brakes, supply and tram pipe connections from the brake system of the train to each of such main valves, auxiliary. control valves insuch supply and train pipe connections, means associated with the auxiliary control valves associated with one of such main valves for rendering the controller associated therewith inoperative when such auxiliary control valvesare in a position to prevent the operation of such brakes, and means associated with such auxiliary control valves for rendering a controller on another car inoperative when such auxiliary control valves are in a position to permitthe operation of such brakes.

23.- In a'system of train control, an electric motor carried byone of the cars of the train, means for supplying electric energy to ,the operatin circuit of such motor, a controller on eaci ofthe earskn the train adapted to control such circuit, air-brakes carried bythetrain, a main operating. valve for such brakes on each of the cars, sup ly and train e system of iary control valves in such'supplyand train pipe connections,'and means associated with each of such mam valves and controlled by the corresponding auxiliary control valves for rendering a controller on another car inoperative when such auxiliary control valves are in a position to permit the operation of such brake mechanism.

'24. In a system of train-control, one or more electric motors carried by one of the cars of the train, means for supplying electric energy to the operating circuit of such motor, switching mechanism for controlling such circuit, a controller on each of the cars adapted to operate such switching mechan ism, air brakes on the train, a maino erating valve for such brakes associated wit one of such controllers, supply and train pipe connections from the brake system of the train to such main valve, auxiliary control valves in such supply and train pipe connections,

' and means for opening the operative circuit of one of such cont-rollers when one of such auxiliary control valves is in a position to prevent the operation of the brakes.

25. In a system of train control, an electric motor carried by each of the Zarsof the train, feeders adapted to supply ectric energy to the operating circuits of such motors, switching mechanism for controlling such circuits, conductors extending through. the

train, electromagnetic mechanism bridged between two of such conductors and adapted to control such switching mechanism, a controller on each of such cars adapted to operate such electromagnetic mechanism, air brakes on the train, a main operating valve for such' brakes associated. with each controller, supply and train pipe connections from the brake system of the train to each of such main valves, auxiliary control valves in such sup ly and train pi )e connections, and a switci associated with each of such main valves and adapted to be operated by one of such auxiliary control valves, each of such switches adapted to open the operative circuit of the corresponding controller-when the associated auxiliary control valve is in a position to prevent the'operation of thebrakes.

26. In an electric railway train, the combination of a brake system, a plurality of electric motor controller, and means posibrake controlling mechanisms therefor, an

tively operated by said brake contr ling mechanisms for rendering the motor con -troller inoperative when any of the brake controlling mechanisms is out of its proper runnin position.

trolling mechanisms located at diflerent points on said train and eachavailable for the control of the brake system, an electric motor controller, and means positively oper-v ated by said brake'controlling mechanisms forrendering the motor controller inoperative' to start the motor or'motors when any of the brake controlling mechanisms is out of its pro er running position.

28. n an electric car, the combination of one or more electric motors fordriving'the car, a plurality of motor controllers, a brake system, a brake controlling device associated uith' each motor controller, and means directly operated by said brake controlling devices-to render any one of said electric motor controllers inefie'ctive to ap 1y current to themotor or motors when the rake controlling devicesare not in proper position for'the control of the car by that controller. 29. In an electric motor driven railway train, the combination of a brake system, a plurality of brake controlling devices located at different points on said train, a plurality of electric motor controllers located at dill'erent points on said train, and means directly operated by each brake controlling device to render anyone of the motor controllers ineffective to control the sup ly of current to the motor or motors when t 1e brake controlling device is not in proper position for the control of the train from the point at which the electric motor controller is located.

In-witness whereof, I hereunto subscribe my name this 27th day of November, A. D.

- EDWIN T. HUNGER.

- Witnesses:

AJJOLPH H. DAWS, HARLEY A. J onNsoN.

nan electric railway-train, the coinbmatron of a plurality of similar brake con- 

